Rotary-engine.



No. 852,992. PATENTED MAY 7, 1907. H. L. BAKER & L. E. IRISH.

ROTARY ENGINE. APPLICATION FILED NOV. zs, 1905.

5 SHEETS-SHEET 1.

INVEN R5 HuB-R r L. A/(ER LEMUEL E. /RISH A TTOHNEYS rm: NaRRls PsTsRs cg, WASHINGTON, n. c,

PATENTED MAY 7, 1907. H. L. BAKER & L. E. IRISH.

ROTARY ENGINE.

APPLICATION FILED 1TOV.28, 1905.

5 SHEETS-SHEET 2.

WITNESSES: INVENT as HUBER r L. AKER LE/Wgfl. E IRISH v PATBNTED MAY '7, 1907. H. L. BAKE-R & L. E. IRISH.

ROTARY ENGIN E.

INVE/VTUHS HUBERTLVBAKER LEA 1051.5 /R/S H ATTORNEYS ELL, BAKER & L. .3. IRISH.- ROTARY ENGINE.

ZAPPLIUATION FILED NOV. 28, 1905.

)NVENTOHS HUEERTL. B KER Lag 0E1. Elk/5 ATTORNEYS PATENTED MAY 7; 1907.

No.' 852,992. PATBNTED MAY 7, 1907. H; L. BAKER &;L. E. IRISH.

ROTARY ENGINE. APPLIOATVION FILED NOV. 28, 1905.

KINI'IED STATES PATENT OFFIQE.

IIUBERT L. BAKER, OF GREENVILLE, AND LEMUEL E. IRISH, OF BELDING,

MICHIGAN, ASSIGNORS, BY DIRECT AND MESNE ASSIGNMENTS, OF ONE- THIRD TO SAID BAKER, ONE-THIRD TO PAUL VAN DEINSE, ONE-SIXTH TO RUFUS F. SPRAGUE, AND ONE-SIXTII TO F. E. RANNEY, OF GREEN- VILLE, MIOI-IIGAN.

ROTARY ENGINE.

Specification of Letters Patent.

Patented May '7, 1907.

junction with abutment valves rocking on axes in recesses on the inner circumference of the cylinder, which abutment valves at one time close into said recesses to let the eccentric portion of the piston pass, and at another time follow inwardly against the revolving piston toward the center to form a back thrust abutment for the steam.

Our invention, in brief, consists in a novel construction and arrangement of these abutment valves; inthe novel construction and arrangement of the revolving piston; also in 5 the means for connecting the revolving piston to its driven shaft, so as to get the most extensive bearing surface and yet have a perfectly flexible and self adjusting connection between the piston and its shaft, and also 3 further in the special combination with the piston, cylinder, shaft, and governor; of a concentrically arranged cut-off valve for automatically adjusting the admitted steam to the load and using the steam expansively as will be hereinafter more fully described with reference to the drawings, in which Figure 1 is a side elevation. Fig. 2 is a vertical, central, longitudinal section. Fig. 2 is a section on line 2 2 of Fig. 2. Fig. 3 is 4 an interior end view with the right hand head in Fig. 1 removed. Figs. 3 and 3 are detail views showing different positions of the piston in relation to the abutment valve. Fig. 3 is a section on line 3 3 of Fig. 3. F ig. 4 is an inside face view of the head removed from Fig. 3. Figs. 5, 6, 7 and S are detail views, on a larger scale, of the cutoff valve, Fig. 5 being a section on line 5-5 of Fig. 7, Fig. 6 being a section on line 6--6 of Fig. 7 and F ig 8 being a sectional view of the stationary central portion of the steam chest. Figs. 9, 10, 11 and 12 are details of the flexible shaft connection of the piston and Figs.

13, 13 and 14 are details of modified forms of the abutment valve.

Referring to Figs. 1 and 2, 1 represents any suitable base plate on one end of which is mounted a cylinder 2 and on the other end of which is mounted a standard 3 with suitable journal box.

M is the main shaft supported at one end within the journal boX on standard 3 and at the other end passing through the cylinder and connected to the revolving piston within to be rotated thereby as hereafter described.

Rigidly fixed to this shaft at an interme diate point between the standard 3 and cylinder 2 is the fly wheel 4 and the band pulley 5 from which latter power may be taken off through an endless belt.

L L are the two detachable heads of the cylinder.-

Between the fly wheel 4 and the cylinder 2 is arranged the concentric steam chest A B which has a steam supply pipe P and three outlet steam pipes H H H radiating from the couplings H, Fig. 6, in cylindrical sides of the steam chest at equidistant points and entering the steam cylinder 2 at a short distance from the periphery. At the point of entry of these steam pipes there are three corresponding bored cavities or ports 6, 6, 6, Figs. 2 and 3, which open respectively into as many recesses 7, 7, 7 formed in the inner periphery of the cylinder. In the end of each recess opposite the port 6 is seated a rocking abutment valve 8, 8 8 the shape and size of each abutment valve corresponding to the recess, so that the abutment valve may move outwardly into the recess or turn inwardly at its free end toward the center. Each abutment valve is rigidly attached to a rock-shaft 8 which, Figs. 3? and 3, passes through the head L of the cylinder and through a stu'i'ling box 8 therein and carries on its end an adjustable collar 8 to which is attached one end of a helical spring 8 wound about the rock shaft and the other end of which spring is connected to a pin on some stationary part of the cylinder head, the winding of the spring and its tension being such as to throw the abutment valve out of its recess and in toward the center of the cylinder and the collar 8 on the end of the shaft being made adjustable around the shaft by means of a pin and suitable holes, so as to increase or diminish the tension of the spring at will.

Inside the cylinder, see Fig. 3, is the revolving piston X which connects with and turns the main shaft M. This piston is a double eccentric piston, that is to say it pro' jects on each side of its axis to tangential contact with the inner periphery of the cylinder. This piston has two straight parallel faces 9, 9. Each of these faces at one end extends out to contact with the inner periphery of the cylinder and at the other end turns with a curve to the tangential point of the other face against the cylinder. At the tangential ends of the piston there are packing strips 11 which bear against the inner periphery of the cylinder to take up wear and maintain a steam tight joint and there are also packing strips 12 along the edges of the abutment valves for the same purpose.

The piston X is made hollow and across the curved faces 10 there are oblique slots 12, Figs. 2 and 3, opening into the interior While on one side of the piston there are curved slots 13 opening into the interior. The hollow piston constitutes a receptacle for the exhaust steam in its escape from the live steam chamber to the exhaust and steam reaches the hollow piston from the live steam spaces of the cylinder through the oblique slots 12 and escapes from the hollow piston through the slots 13 in the side which are always in open communication with an annular exhaust chamber 14, Fi s. 2 and 4, in the cylinder head L and from W ich annular exhaust a pipe 15 leads the exhaust steam away.

Now assuming the position of the piston to be as shown in Fig. 3 steam will be entering behind the abutment valve 8' and it will be exercising a two-fold influence on that end of the piston; one is the leverage of the free edge of the abutment valve 8 against the side of the piston and acting with this is the direct pressure of steam in chamber to against the piston. In this chamber to live steam is bein admitted. In chamber w live steam has een admitted and cut off and is acting expansively by virtue of the cutoil as hereafter described. In chamber w steam is exhausting through, the oblique slots 12 of the piston and in chamber w the last remnants of steam are being exhausted through the oblique slots on the upper curved face of the piston. It will therefore be seen that the piston by direct steam pressure on each side of its axis is forced around in the direction of the arrow ac. When the abutment valve 8 is reached by the outermost portion of the piston this chamber a)" is completely exhausted of steam and this abutment valve is forced into its recess and as soon as the piston passes it this valve dro s down on the straight face of the piston an a new live steam chamber is formed and so on in sequence throughout the complete revolution.

In forming the inner curved faces of the abutment valves it will be seen from Figs. 3" and 3 that this curve is not of the same radius as the inner circle of the cylinder but is of shorter radius. This is an important feature for the following reasons: If this inner curve were of the same radius as the inner circumference of the cylinder, as soon as the tangential end of the piston reached the axial center of the abutment valve, the abutment valve would instantly be thrown all the way back into its receiving recess before the piston could pass, which would give the abutment valve a sudden and hammer-like blow and would involve a destructive result especially at high speed. In our engine with the inner curve of the abutment valve of smaller radius than the cylinder curve the abutment valve is not closed so uickly, but the free end of the abutment Va ve rides on the piston as seen in Fig. 3 causing the abutment valve to commence to recede into its recess as the piston approaches, and even after the full diameter of the piston reaches and passes its axial center the abutment valve is not shut entirely in its recess, but only after the piston has passed the free ed e of the abutment valve as in Fig. 3 This gives a more gradual outward movement to the abutment valve, reducing destructive impact and contributing to the longevity of the engine and permitting a much higher speed to be attained without damage to the working parts.

When the abutment valve closes outwardly into its recess, just before this happens, a certain amount of steam is caught in the recess behind the abutment valve forming an elastic cushion which further prevents the jar of metal against metal. For high speed engines we provide means for a more positive cushion effect as shown in Figs. 13 t0 14 In Figs. 13 and 13 the abutment valve is formed with an enlargement 15 on its outer side which enters a correspondingly shaped external chamber 16 in which there is an orifice 17 opening to the outer air, which forms a sort of pneumatic dash-pot. In Fig. 14, the rock shaft of the abutment valve is provided with a crank arm 18, a piston rod 19 and piston 20 working in an external cylinder 21 to produce the same result, while in Fig. 1 and 2 the spring 8 serves this purpose to a certain extent.

In connecting the shaft M to the piston see Fig. 2, these parts are not rigidly connected. Were they rigidly attached it follows that should the shaft get a little out of true alinement from wear of the boxes, or

other cause, great friction would occur between the sides of the piston and the cylinder heads which would cause rapid heating and destructive wear. Now we are aware that these parts have been flexibly connected heretofore, but we have provided a very durable and effective connection for this purpose as follows. The shaft, see Figs. 9 to 12, is formed in the middle with an enlargement 23 which has four segmental faces 23" 23' 23 23 The faces 23 and 23 are opposite each other and 23 and 28 are opposite each other and alternating with 23 and 23 The outer faces of these segments are circular curves struck from a radius whose length is the distance from the center of the shaft to outer face of the segment. Fitting on these segmental faces are four intermediate bearing plates 24 whose inner faces are formed as the concave surface of a cylinder and rest upon and closely fit the segmental curves of the enlargement 23 of the shaft. The outer faces of these intermediate bearing plates are flat and fit closely against the fiat sides of a square hole formed in the piston. Now as the piston revolves its torque or rotary strain is imparted through these bearing plates to the segments on the shaft and yet the shaft may be deflected away from its right angular position to the plane of the piston so as to accommodate any accidental deviation from true alinement, the segments of the shaft turning in this adjustment in the concave seats of the intermediate bearing plates. The great advantage, which this construction gives, is that while permitting perfect self adjustment between the parts yet the torque or rotary bearing strain is transmitted through a broad and unvarying surface and is not concentrated upon the small areas of pins, gimbals or other features of a universal joint. This contributes to the wear and longevity of the engine, avoids risk of breakage when the engine is doing heavy work and is a simple and practical connection for this purpose.

WVe will now proceed to describe the automatic governor and cut-off, reference being had more especially to Figs. 1, 2, 5, 6, 7 an 8. In a general way we would state that this cut-oif valve consists of two rotary adjustable sleeves or rings arranged concentrically to each other and also surrounding concentrically the main shaft.- One of these rings has peripheral induction ports and is connected to and rotates in invariable relation with the piston. The other movable ring also has peripheral ports and rotates but is connected to a centrifugal governor so that its ports are capable of a variable relation to the induction ports of the other ring, so as to have the function of a cut-off.

A. is the cylindrical part of the steam chest whose flange is secured by screw bolts 25, see. Fig. 7, to the head L of the steam cylinder. This portion of the steam chest has three equidistant steam passages H, Figs. 2, 6 and 7, communicating with the pipes H that lead to the abutment valves of the cylinder. B is another portion of the steam chest which has an inlet pipe connection P for steam. This portion of the steam chest forms a head for the cylindrical portion A and also has rigidly connected to it concentric rings as see in Fig. 8. In order to more readily distinguish these stationary parts from the rotary movable parts which constitute the induction and cut-off valves the movable parts are shown in Figs. 5, 6 and 7 with heavier section lines.

G is an annular steam. chamber of the chest.

P is an ante-chamber of a shape adapted to receive the steam pipe P.

I is one of the steam ports in the steam chest.

E is a rotary ring carrying the steam ports I.

F is a similar rotary ring carrying the steam ports I N is a loose sleeve mounted on the engine shaft. To the outer end of this sleeve there is rigidly secured a disk 30 controlled by the governor parts hereafter described. The inner end of the sleeve N is enlarged, and provided=with a retaining shoulder. larged portion or head carries two bolts 26, 26, see Fig. 5, the heads of which fit into suitable depressions in a disk K. This disk K fits inside of one end of movable ring F, which ring is secured to or connected with it by means-of two bolts 27, 27, Figs. 5 and 7.

J is a disk fitting inside of one end of ring E in a similar manner, the two being connected by bolts 28, or otherwise. The outer face of disk J carries two pins 29, 29, Figs. 7 and 2, which fit into corresponding depressions in the adjacent side of the revolving pi ston, so that this disk and the ring connected to it revolve with the piston at all times.

D is a station ary ring intermediate of revolving rings E and F, and I is one of the steam ports therein. I

Fig. 6 makes the modus operandi clear. In this view the two revolving rings E and F are shown with the steam ports in them exactly opposite to each other through their entire lengths, which is the position they assume when the engine stops. In this position the duration of the period of steam in take is at its maximum, and the engine works entirely on live steam, one port closing just as the one back of it opens. I

By reference to Figs. 2 and 7, it is evident that the shaft, the piston, disk J and ring E will always remain in the same relative posi tions, traveling together at all times, as the piston is secured to the shaft, and the disk carries the two pins 29 and 29 in its outer face that fit into corresponding perforations in the adjacent face of the piston, and the This en- 9 5 outer periphery of the disk is provided with two bolts whose heads fit into suitable notches in ring E. It is also clear that the sleeve N, the disk K and the revolving ring F will also always remain in the same positions relative to one another, the sleeve carrying bolts whose heads fit into notches in the disk K, and the disk carrying similar bolts whose heads fit into notches in ring F, If, therefore, the sleeve N is moved by a centrifugal governor, the position of the revolving ring F relative to the revolving ring E is changed correspondingly. Now as ring E controls the intake, and ring F the cut-off, it follows that under this arrangement the point of intake remains constant, but that the point of cut-off is controlled by the governor and is variable according to the speed or load of the engine.

When the steam ports in the intake and cut-off rings are in registery throughout, as in Fig. 6, the cut-off ring has reached the limit of its adjustment relative to the intake ring in a retrograde direction, and can only change its said position by advancing in the direction in which the rings are traveling. In doing this, it necessarily hastens the point of cut-off.

It is obvious that steam begins to flow from the steam chamberinto the exit 1? the moment point a in the intake ring reaches point I) in the stationary ring, and that the flow ceases absolutely when point e in the cut-off ring reaches point (I in the steam chest wall. Thus in the case of exit 2 the steam has just been cut off.

It will of course be understood that while, when the cut-ofi ring occupies a more advanced position relative to the intake ring than in Fig. 6, point e in the cut-off ring would reach point 76 in the steam chest wall before point a in the intake ring arrived at point I) in the stationary ring, this would not let the steam out. Under no circumstances could the steam escape into the exit until point a in the intake ring has passed point I) in the stationary ring. Furthermore, when point e in the cut-0H ring has been advanced, by the centrifugal action of the governor, so that it reaches point 61 in the steam chest wall at the same time that point a in the intake ring reaches point t in the stationary ring, no steam can pass from the steam chest while the rings E and F remain in this position relative to each other. It is also obvious that the cut-off isoperative at any point between the position just described and the one shown in Fig. 6.

When the intake and cut-off rings occupy the positions relative to each other'shown in Fig. 6, point in the intake ring reaches point 9 in the stationary ring just as point 0 in the cut-off ring reaches point (if in the steam chest wall. As stated, in this figure the cut-ofi ring has reached the limit of its adjustment relative to the intake ring in a retrograde direction, and can only change its position by advancing. Thus it is impossible for point f in-the intake ring to reach point 9 in the stationary ring before point 0 in the cut-off ring reaches point cl in the steam chest wall. Furthermore, when the cut-off ring occupies a more advanced position rela tive to the intake ring than in Fig. 6, which, it would do the moment the engine began to i acquire speed and the governor to' feel the centrifugal force, point 0 in the cut-ofi ring would reach point (if in the steam chest wall before point f in the intake ring reached point g in the stationary ring, thus cutting off steam. These facts explain why ring E alone regulates the point of primary steam intake and ring F alone the point of cut-off.

Referring again to Fig. 6, attention is called to the fact that, as shown, the pressure in steam chamber G through the two closed steam ports I in the 'steam chest, not being balanced, as the third steam port is open, this would throw the cut-off ring against the encircled steam chest wall and encircling stationary ring, causing it to bind and wear. The same is true as to the intake ring and the parts with which it is in contact when the cut-off ring occupies a more advanced position relative to the intake ring than in Fig. 6. The balancing of these rotary rings is easily accomplished by opposing steam surfaces and need not be particularly described.

In order to prevent the valve from being injuriously affected by possible changes in the position of the engine shaft, such as would result from unequal wear in the boxes disk J shall be somewhat larger than said disk, and that the interior of intake ring E shall be somewhat larger than the periphery of disk J. Thus the shaft may change its position without causing the revolving parts to bind.

Thus far all descriptions and sketches have been in reference to a valve of the automatic cut-off type. However, should it be desirable to place the cut-off under the control of an operator, the ring F may be controlled by hand instead of by a centrifugal, governor.

The centrifugal governor, see Figs. 2 and 2 consists of arms 32 pivoted within and to the revolving fly wheel and having weights 33 on the ends of said arms. These arms and weights are normally drawn inward by springs 34. These arms are also connected by links 31 to the disk 30 on the end of the rotary Sleeve an: '1"; were IIO The piston of our engine receives an impulse every sixth of a revolution, which means great power and steadiness of motion, and an engine that can be started by simply turning on the steam instead of its being necessary to throw the pulley over, the engine being unable to stop on a dead center.

We are able to give the piston an impulse every sixth of a revolution because of the fact that we have three abutment valves, each of which acts once on each end of a double piston every revolution.

The reason why the engine can be started by simply turning on the steam, being unable to stop on a dead center, is as follows: The three abutment valves,being equidistant, are 120 apart. The same is true of the three exits in the outer casing .of the rotary valve; also of the three steam ports in the inner steam chest and of the three steam ports in the stationary ring interposed between the intake and cut-off rings. As the engine slows up, the cut-off ring is gradually retarded by the governor until, just as the engine stops, the ports in the cut-off ring register exactly throughout their entire length with those in the intake ring. Now, by making these ports in the intake and cut-off rings long, and. therefore, the distance between them the same as the distance between the ports in the inner steam chest and the stationary ring, viz., 120, it follows that the engine cannot stop without leaving one of the steam ports open, one port opening just as the one ahead 0 it closes.

While the measurements just given, viz,

60 for the length of theports and 120 for the distance between them, would be correct if the ports in the inner steam chest and the stationary ring had no magnitude, the fact that they have magnitude affects the result somewhat, and it is obvious that the rule is that the distance between the ports in the rotary rings must be less than the distance between the ports in the inner steam chest and the stationary ring from center to center plus the length of one of said ports in inner steam chest and stationary ring. With this construction there must inevitably be one open port when the engine stops, and the engine can therefore be started up by simply turning on the steam, as set forth above.

Our engine also employs a rotary valve with a stationary ring between the two rotary rings. By the use of this stationary ring we obtain a straight or direct passage for the steam, which cannot be done by any other means.

As a further result of the foregoing, the engine is very compact, no balance wheel is required, which means a great saving of expense, and there is practically no vibration,

.which is' particularly desirable in marine work, especially in the case of vessels carrying passengers.

In carrying out our invention we would have it understood that we do not confine ourselves to the exact construction and ar rangement of parts shown in the drawing as various changes may be made without departing from the invention as set forth in the It will be understood we may use any suitable packing for the piston and other rubbing surfaces of our engine, such as oil or water grooves, or bar packing, such features being well known and in common use and requiring no further illustration.

The advantage of a hollow piston with exhaust orifices is three-fold. First, it provides an exceedingly practical, convenient and unobjectionable way in which to dispose of the exhaust. Second, the chamber in the piston mufiles the sound. Third, the exhaust steam keeps the plston hot, and thereby keeps up the temperature of the live steam in the exhaust chambers, rendering it more effective. In this respectit acts like a steam jacket. Furthermore the double piston is balanced in any position, and materially reduces the vibration.

Having thus described our invention, what we claim as new and desire to secure by Letters Patent is:

1. In a rotary engine, a rotary piston with an angular opening for the admission of a shaft, a shaft with an enlargement having a plurality of convex faces representing portions of cylinders whose axes pass through the center line of said shaft, and a corresponding plurality of bearing plates interposed between such convex faces and the sides of such opening, the inner face of each plate being concave and of a curvature corresponding to that of the abutting convex face of said enlargement, and. the outer face of such plate being flat as described.

2. In a rotary engine, a rotary steam valve consisting of an inner steam chest containing ports, a revolving intake ring containing ports and a revolving cut-off ring containing ports, the distance between the ports in such intake and cut-off rings being less than the distance from center to center between the ports in such inner steam chest plus the length of one of such ports in such steam chest.

3. In a rotary engine, a rotary steam valve consisting of an inner steam chest containing ports, a revolving intake ring containing ports, a revolving cut-off ring containing ports, and a stationary ring interposed between such intake and cut-off rings, such stationary ring also containing ports, the distance between such ports in such intake and cut-off rings being less than the distance from center to center between the ports in such stationary ring plus the length ofone of such ports in such stationary ring.

4. In a rotary engine, one or more abutment valves having an axial shaft carrying a helical spring wound so as to throw the free end of such abutment valve out of its seat, and means for regulating the tension of such spring.

5. A rotary engine, comprising a case having one or more recesses in its inner periphery in open communication with the steam inlet, one or more abutment valves each having an axis in the case and swinging inwardly, and a hollow rotary double eccentric piston having one side of it made straight at one end and curved at the other and formed with exhaust openings on this curved face and other exhaust openings on the side substantially as and for the purpose described.

6. In a rotary engine, a hollow double eccentric piston having each of its two faces made straight at one end and curved at the other and having exhaust openings in the curved ends.

7. In a rotary. engine, a hollow double eccentric piston having one side of its face made straight atone end, and curved at the other and having exhaust openings in the curved face of the piston and. also in the side thereof substantially as described.

8. A rotary engine, comprising a case with inlet ports and abutment valves, a double eccentric and hollow piston having exhaust openings in its face and in its side, and a cylinder head having an annular recess arranged in the path of the exhaust openings in the side of the piston and an exhaust opening for said annular recess as described.

9. A rotary engine having a revolving piston with a square hole through it, a shaft having an enlargement with. four segmental faces whose circular curve corresponds to a radius extending from the center of the sh aft to the circular curve of the segments, and four intermediate bearing plates having flat outer sides abutting against the flat sides of the square perforation in the piston and having on their inner faces cylindrically concaved seats fitting the convex faces of-the shaft segment.

10. A rotary engine, comprising a cylindrical case, a central shaft, a piston connect ed to the shaft to rotate it, abutment valves hinged in recesses of the cylindrical case and provided with means for turning them inwardly, a valve chest, a rotary ring in said chest provided with peripheral intake ports and connected to the piston to be rotated by it, said ring and valve chest being concentrically arranged about the shaft.

11. A rotary engine, comprising a cylindrical case, a central shaft, a piston connected to the shaft to rotate it, abutment valves hinged in recesses of the cylindrical case and provided with means for turning them inwardly, a valve chest arranged. concentrically about the shaft and connected to the head of the cylindrical case, a rotary intake ring in said valve chest provided with peripheral intake portsand connected to the piston to be rotated by it and a second rotary cut-ofi ring with peripheral ports, arranged concentrically to the intake ring, alternating stationary rings and means for changing the position of the cut-off ring relative to the intake ring.

12. A rotary engine, comprising a cylindrical case, a central shaft, a piston connected'to the shaft to rotate with it, abutment valves hinged in recesses of the cylindrical case and provided with means for turning them inwardly, a valve chest arranged concentrically about the shaft and connected to the head of the cylinder case, a rotary intake .ring in said valve chest provided with peripheral intake ports and connected to the piston to be rotated by it and a second rotary cut-off ring with peripheral ports arranged concentrically to the intake ring, alternating stationary rings, a sleeve arranged about the shaft and connected to the revolving cut-off ring and a centrifugal governor fixed to a revolving member of the main shaft and connected to and adjusting the said sleeve.

13. A rotary engine, comprising a cylindrical case, a central shaft, a double eccentric piston connected to the shaft to rotate with it, three equally spaced abutment valves hinged in recesses in the cylindrical case and provided with means for turning them inwardly, a valve chest arranged concentrically about the shaft and connected to the head of the cylindrical case having three intake pipes and a concentric rotary intake ring arranged within the chest and having two opposit'e ports and connected to the piston to be directly operated thereby.

14. A rotary engine, comprising a cylindrical case, a central shaft, a rotating piston connected thereto, abutment valves hinged in recesses in the case, a steam chest arranged concentrically about the shaft and connected to one head of the case, a rotary valve also arranged concentricallyin said chest and corn nected to the piston and means for rendering the connection of the rotary valve to its driv ing parts free to adjust itself to any change of the shafts axis.

15. A rotary engine, comprising a cylindrical case, a central shaft, a rotating piston connected thereto, abutment valves hinged in recesses in the cylindrical case and provi ded with means for turning them inwardly, a valve chest arranged concentrically to the shaft and secured to one of the cylinder heads, said valve chest consisting of a cylindrical portion with peripheral steam passages and a head portion formed with a steam inlet, an annular steam space and a surrounding and offset stationary ring; an intake valve ring with peripheral ports and an intake cut-off ring with peripheral ports arranged upon opposite sides of the stationary ring of the valve chest, the intake ring being connected to the piston and the cut-off ring to cut-off adjusting mechanism.

16. A rotary engine, comprising a main shaft, a cylinder with a revolving piston in the same connected to the shaft, a centrifugal governor mounted on the main shaft and having a rotary adjustable sleeve inclosing the main shaft, and a valve chest and valve mechanism comprising one rotary valve connected to and traveling constantly with the piston and another rotary valve connected to the sleeve of the governor, both said rotary valves being arranged in concentric relation to each other and to the main shaft and between the governor and the cylinder.

17. A rotary engine, comprising a main enlarged cylindrical segment described about its rocking center, and the case being formed with a correspondingly shaped chamber receiving the cylindrical segment and provided 25 with a vent hole.

HUBERT L, BAKER. LEMUEL E. IRISH.

Witnesses RAY W. EDINGER, CHAS. E. DELL. 

